System of control



K. A. SIMMON.

SYSTEM OF CONTROL.

APPLICATION FILED FEB. 13. 1920.

Patented NOV. 14, 1922.

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ATTORNEY Patented Nov. 14, 1922.

UNITED STATES PATENT OFFICE.

KARL A. SIMMON, 0F EDGEWOOD PARK, PENNSYLVANIA, ASSIGNOR TO WESTING- HOUSE ELECTRIC & MANUFACTURING SYLVANIA.

COMPANY, A CORPORATION OF PENN- SYSTEM OF CONTROL.

Application filed February 13, 1920. Serial No. 358,549.

To all whom it may concern:

Be it known that I, KARL A. SIMMoN, a citizen of the United States, and a resident of Edgewood Park, in the county of Allegheny and State of Pennsylvania, have invented a new and useful Improvement in Systems of Control, of which the following is a specification.

My invention relates to systems of control 'or dynamo-electric machines and it has special relation to multiple-unit systems for railway service.

' The object of my invention is to provide a multiple-unit system for the above-indicated purpose, wherein a single train-line or conductor between vehicles is employed for effecting different complete operations of the motors on all the vehicles.

More specifically stated, it is the object of my invention to provide a train-control system wherein a plurality of sources of energy on one vehicle and having materially different operating characteristics, are selec tively employed to energize a single trainline conductor, whereby complete forward and reverse operation of all the vehicle mo tors may be effected.

It will be appreciated that any reduction in the number of train-line conductors results in a material initial and maintenance economy with respect to car electric couplers in particular.

It is another object of my invention, therefore, to reduce the egpense in connection with car couplers by permitting complete vehicle operations with a single jumpercable conductor between each pair of vehicles.

Other objects of my invention relating to specific methods for producing the result set forth above will become evident from the following detailed description taken in conjunction with the accompanying drawings, wherein Figure 1 is a diagrammatic view of a control system organized in accordance with my present invention;

Fig. 2 and Fig. 4 are diagrammatic views of modifications of the invention; and

Fig. 3 is a curve chart for elucidating a certain control operation in the system that is shown in Fig. 2.

Referring to Fig. 1, the system here shown comprises the usual car supply circuit, including conductors marked Trolley and Ground, for supplying energ to a plurality of cars through main circuits 1a, lb, etc., each of which includes a current relay or limit switch 2 for governing the automatic operation of the propelling motor or motors on each car. Since this type of motor operation is familiar to those versed in the art and, moreover, since no specific form of automatic control system is necessarily embodied in the present invention, I have not deemed it necessary to illustrate or describe the propelling motor circuits further than showing the current relay 2 and adding the legend To propelling motor to the main circuit.

Each vehicle, such as those indicated by the captions Car #1 and Car #2, is provided with a power-generating or transmitting apparatus or set of circuits 3A and a receiving apparatus or set of circuits 6A.

The transmitting apparatus 3A comprises a source of direct-current energy, which may conveniently take the form of a storage battery 4, and a single-phase generator 5, which may be driven in any suitable manner. A master controller 20, having a normal ofi' position and operative positions respectively marked For. and Rev. for governing forward and reverse operation of the carpropelling motor or motors, may be selectively associated with the two sources of energy 4 and 5.

he receiving apparatus 6A comprises a pair of relay devices 7f and 71 corresponding to forward and reverse operation, respectively, an impedance coil 8 being connected in circuit with the actuating coil of the relay device 7/, while a condenser 9 is connected in series relation with the actuating coil of the relay device 77. A suitable source of energy, such as a storage battery 10, may be provided for energizing the secondary circuits, that is to say, the circuits direct y 1 governing the motor operation. Such circuits include contact segments 11 and 12, of a familiar form, which are disposed upon the well-known main-circuit reverser (not shown) for governing the actuating coils f and 1' thereof, whereby the arknown manner which mature and field windings of the respective motors may be relatively reversed in a Welldoes not need to be further described here.

It should be particularly noted that a single train-line conductor 13 on Car #1 is connected through a single jumper-cable conductor 14; to a single train-line conductor 15 on Car #2. This single train line, of course, could be extended throughout any number of additional vehicles, and multipleunit operation thereof from the transmitting or controlling apparatus3A on Car #1 may thus be effected.

For the sake of simplicity, the entire circuits directly concerned in my present invention are shown on Car #1, whereas only the train-line conductor 15 and the necessary leads therefrom, together with the main trolley conductor are shown on Car #2. The three leads connected to the trainline conductor 13 on Car #1 are indicated by reference characters 16a, 17 a and 18a, and the corresponding leads on Car #2 are designated by the characters, 16?), 17b and 186. It is believed that no further illustration is necessary to convey a clear and complete idea of the present invention.

Assuming that it is desired to effect forward operation of the train, the master controller 20 on Car #1 may bethrown to its position For., whereupon a circuit is es tablished from the positive terminal of the storage battery 4 throu h contact segment 25 of the master contrdller, conductor 16a train-line conductor 13, conductor 17a, impedance coil 8 which, being of relatively low resistance, readily permits the flow of direct current therethrough, whence circuit is continued through the actuating coil of the forward relay 7} and conductor 26 to Ground, circuit being completed therefrom to the negative terminal of the battery 4, which is alsogrounded for convenience. The conductor 18a is also energized at this time, but current does not flow beyond that conductor by reason of the interposition of the condenser 9 in the circuit. In this way, a continuous flow of direct current to the reverse relay 7r is positively prevented, and the initial impulse is insufficient to actuate the relay.

The energization of the forward relay 7 7 effects the closure of a secondary circuit which is established from the stora e battery 10 through conductor 27 contact isk 28 of the forward relay 7 f in its upper position, conductor 29, contact segment 11 of the main-circuit reverser (not shown) conductor 30, contact disk 31 of the current relay 2, when occupying its lower position,'corresponding to a predetermined relatively low value of current in the propelling motor or motors, and thence to the various switch coils, as indicated by the legend, to efiect the familiar automatic operation of the propelling motor or motors under the control of the current relay or limit switch 2.

In case it is desired to effect operation of the train in the opposite direction, the master controller is actuated from its off to its Rev. position, whereupon a circuit is established from one terminal of the singlephase generator 5 through contact segment 32 of the master controller 20, conductor 16a, train-line conductor 13, conductor 18a, condenser 9, the actuating coil of the reverse relay 7? andconductor 33 to Ground. 1- relatively weak alternating current reaches the actuatin coil of the forward relay 7 f by reason 0 the choking effect of the impedance coil 8 upon the alternating current and, consequently, the forward relay 7 f is not closed when the single-phase generator 5 is employed.

The closure of the reverse relay 71 completes a secondary circuit from the positive terminal of the battery 10 through conductor 34, contact disk 35 of the reverse relay in its upper position, conductor 36, contact segment 12 of the main-circuit reverser in its forward position and the reversing coil 1' thereof.

Consequently, the main-circuit reverser (not shown) is actuated to its reverse position, whereupon the actuating coil 1" is deenergized and the conductor 36 is connected through contact segment 12 to conductor 37 and the contact disk 31 of the current relay 2. In this way, the automatic acceleration of the propelling motor or motors in the reverse direction is effected.

It will be observed that, by means of the system shown, complete forward or reverse automatic acceleration of the propelling motors on the different vehicles of a multipleunit train may be governed from an operators platform upon one vehicle through the agency of a single train-line conductor.

Referring to Fig. 2, the system here shown comprises a transmitting apparatus 3B and a receiving apparatus 6B upon each car. The transmitting apparatus 313 comprises two direct-current sources of widely varying voltages, such as a storage battery 4 and a 500 or 600 volt direct-current generator 40, which may be driven in any suitable manner. The master controller 20 is again employed for selectively utilizing the one. or the other of the illustrated sources of energy.

The receiving apparatus 6B is similar to that shown in Fig. 1 insofar as the secondary circuits are concerned, but a different form of controlling relay device 41 is employed. This device comprises a pair of solenoids 42f and 42?", respectively corresponding to forward and to reverse operation, which are adapted to oppose each other and to actuate a common contact disk 43 in the one or in the other direction. As indicated by the legends, .130

the forward relay 42f exerts the stronger pull at low voltage, corresponding to operation from the storage battery 4, whereas the reverse relay 421" exerts the greater attraction at higher voltage, corresponding to the use of the direct-current generator 40. These relations are graphically shown in the curve sheet, Fig. 3.

For the purpose of normally maintaining the relay device 41 in an open-circuit position,aplurality of centering springs 44 and 45 may be secured to the outer ends of the relay cores, as illustrated.

Assuming that it is desired to effect forward operation of the train, themaster controller 20 may be thrown to its position For., whereupon a circuit is established from the positive terminal of the battery 4 through contact segment 25 of the master controller, conductor 16a, train-line conductor 13, conductor 170;, actuating coil of the forward relay 42f, and conductor 46 to Ground.

The conductor 18a and the actuating coil of the reverse relay 421" are simultaneously energized, but, as previously described, the forward relay 42 is stronger at the low voltage. Consequently, the relay device 41 is shifted to its left-hand operative position, whereupon a circuit is established from the positive terminal of the battery 10 through .conductor 47, contact disk 43 of the relay device, conductor 48, contact segment 11 of the main-circuit reverser, and thence through conductor 30 and contact disk 31 of the current relay 2 in its lower position to the various switch-actuating coils.

In this way, operation of the propelling motor or motors on Car #1 is effected and the single train-line connecting with the other cars produces a simultaneous multiple operation of the various corresponding switches on all of theremaining vehicles.

In case reverse operation of the train is desired, the master controller 20 is thrown to its position Rev. whereupon a circuit is established from the positive terminal of the high-voltage generator 40 through contactsegment 32 of the master controller 20, conductor 16a, train-line conductor 13, conductor 18a, actuating coil of the reverse relay 427* and conductor 50 to. Ground. The coil of the other relay 42f is likewise energized, but, as already set forth, the reverse relay 42r is stronger .at high voltages. Consequently, the relay device 41 isshifted to its righthand operative position. In this event, a secondary circuit is established from the positive terminal of the battery 10 through conductor 47, contact disk 43 of the relay device, conductor 51, contact segment 12 of the main-circuit reverser, and thence through the reverse coil 1- and progression conductor 30 in succession, as set forth in .connection with Fig. 1.

In the present instance, therefore, the desired multiple-unit operation is effected through the agency of two direct-current sources of materially different voltages, a single train-line conductor being employed to selectively carry current from the one or the other source. It will be understood that, if desired, two alternating-current sources may be employed in the same manner as the illustrated two direct-current sources.

Referring to Fig. 4, the auxiliary system here shown comprises the transmitting apparature 3A and a modified type of receiving apparatus 6C.-

The forward relay f and the reverse relay 601', respectively corresponding to the previously shown relays 7 f and 79', together with the associated impedance coil 8 and condenser 9 are employed, so that this feature of the present system need not be de- 85 scribed in detail.

The receiving apparatus 60 further comprises a sequence switch or auxiliary control drum 55 having an operating mechanism 56 and which is provided with a plurality of contact segments 57 on one side of a central off position for governing forward operation of the propelling motors, while a plurality of contact segments 58 on the opposite side of the off position are adapted to control reverse operation, as indicated by the accompanying legends. A plurality of centrally located control fingers 54 are adapted to be selectively engaged by the contact segments 57 and 58, in accordance with a fan1il- 100 iar practice.

The preferred form of actuating mechanism for the sequence switch 55 is shown in section in Fig. 5. However, my invention is not necessarily restricted to the use of this particular type of actuator.

The illustrated mechanism 56 comprises a pinion 85, which is rigidly secured to the operating shaft 86' of the sequence switch 55 and is adapted to mesh with a trans- 11o versely movable rack member 87, the opposite ends of which constitute pistons 88 and 89 that travel within suitable operating cylinders 90 and 91. A plurality of inverted or normally open valves 92 and 93 of the double-beat type are respectively provided with actuating coils f and r which, when energized, serve to close the normal communication of fluid under pressure from any suitable source (not shown) with the valves and the corresponding operating cylinders. The mechanical operation of the actuating mechanism'56 may be set forth as follows. Under normal conditions, balanced high pressures obtain in the two operating cylinders 90 and 91, whereby no movement of the sequence switch 55 occurs. However, upon energization of the actuating coil 7', fluid is exhausted from the corresponding cylinder 90, whereupon the compressed fluid in the relay 601" in the manner set forth in connec-' other cylinder 91 forces the pistons 88 and 89 towards the left and, therefore, causes the sequence switch 55 to move towards the right. Consequently, the contact segments 57 come into contact with the control fingers 58 to complete in proper order the circuits for the "arious switch-actuating coils.

To produce movement of the sequence drum 55 in the opposite direction, the actuating coil 1* alone is energized, whereupon the high fluid pressure then present'only in the opposite cylinder 90 causes the pistons 88 and 89 to move toward the illustrated right-hand position and thus effect the desired switch movement.

Assuming thatit is desired to effect forward operation of the train, the master controller 20 is actuated to its position Fen, whereupon the direct-current source of energy 4 and the forward relay 60 are utilized in the manner set forth in connection with Fi 1.

As soon as the relay 60 has lifted, a circuit is established from the battery 10 through conductors 61 and 62, and upper contact disk 63 of the forward relay 60f in its energized or upper position, whence circuit is continued through conductor 64 to a certain one of the control fingers 58 of the sequence switch 55.

Furthermore, whenever the current relay .2 drops to its lower position, another circuit is established from the contact disk 31 thereof through conductors 66 and 67 lower contact disk 68 of the reverse relay 601- in its lower or de-energized position, conductor 69, lower contact disk 70 of the forward relay 60; in its upper position, conductor 71 and the actuating coil f to Ground. Consequently, the above-described forward movement of the sequence switch 55 occurs under the control of the current relay 2.

To effect reverse operation of the train, the master controller 20 is thrown to its position Rev, whereupon the single-phase generator 5 is utilized to energize the reverse tion with Fig. 1.

As soon as the reverse relay 601' has lifted, a circuit is established from the positive terminal of the battery 10 through conductors 61 and 75, upper contact disk 76 of the reverse relay in its upper position and conductor 77 to one of the control fingers 58.

A further circuit is completed, whenever the current relay 2 occupies its lower position, from the cont-act disk 31 thereof through conductors 78 and 79, lower contact 1 disk 70 of the forward relay 60f, conductor 80, lower contact disk 68 of the reverse relay 601' in its upper position, conductor 81 and actuating coil 1 of the sequence switch 55 to Ground.

In this way, the reverse movement of the sequence switch 55 is produced to effect a reverse operation of the car-propelling motors, by reason of the arrangement of contact segments 58 relative to the contact segments 57 on the forward side of the sequence switch.

\ It will be understood that the remaining illustrated connections including the control fingers 58 are utilized in connection with a certain automatic control system, but, since the particular automatic system employed is not material to the present invention, I have not deemed it necessary to fully illustrate and set forth any such system.

I do not wish to be restricted to the specific circuit connections or arrangement of parts herein set forth, as various modifications thereof may be made without departing from the spirit and scope of my invention. I desire, therefore, that only such limitations shall be imposed as are indicated in the appended claims.

I claim as my invention:

1. In a multiple-unit system, the combination with a plurality of main circuits on different units to be governed, of a plurality of sources of energy on one unit having materially different operating characteristics, and control means embodying a single conductor between units for selectively carrying current from the one or the other source to effect different operations of, said main circuits. f

2. In a vehicle-control system, the combination with a plurality'of motor circuits on different vehicles, of a plurality of sources of energy on one vehicle having materially different operating characteristics, and control means on one vehicle associated with a single conductor between vehicles for selectively carrying current from the one or the other source to effect forward or reverse operation of the motor circuits on all vehicles.

3. In a train-control system, the combination with a plurality of propelling-motor circuits on different vehicles, of a plurality of sources of energy on one vehicle having materially different operating characteristics, a manually-operated controller on that vehicle connected with a single train-line conductor for selectively carrying current from the one or the other source to effect forward or reverse automatic operation of all'propelling-motor circuits.

1. In a multiple-unit system, the combination with a plurality of main circuits on different units to be governed, of a plurality of sources of energy on one unit having materially different operating characteristics, and control means embodying a single conductor between units and a plurality 5. In a vehicle-control system, the combination with a plurality of motor circuits on different vehicles, of a plurality of sources of energy on one vehicle having materially different operating characteristics, and control means on one vehicle associated with a sin le conductor between vehicles and a plural for selective energlzation from the one or the other source to effect forward or reverse operation of the motor circuits on all vehicles.

6. In a train-control system, the combination with a plurality of propelling-motor circuits on different vehicles, of a plurality of sources of energy on one vehicle having materially different operating characteristics, a manually-operated controller on that vehicle connected with a single train-line conductor and a plurality of relays for selective energization from the one or the other source to effect forward or reverse automatic operation of all propelling-motor circuits.

7. In a multiple-unit system, the combination with a plurality of main circuits on different units to be governed, of a directcurrent source and an alternating-current source on one unit, and control means embodying a single conductor between units adapted to be selectively energized from the one or the other source to effect different operations of said main circuits.

'8'. In a vehicle-control system, the combination with a plurality of motor circuits on different vehicles, of a direct-current and an alternating-current source on one vehicle, and control means on "one vehicle asso- 1ty of relays on the units ciated with a single conductor between vehicles for selectively carrying direct or alternating current from the one or the other source to effect forward or reverse operation of the motor circuits on all Vehicles.

9. In a vehicle-control system, the combination with a plurality of motor circuits on different vehicles, of a switching device on each vehicle operable in opposite directions to effect different control operations of the corresponding motor circuits, a plurality of sources of energy on one vehicle having materially different operating characteristics, and control means on one vehicle embodying a single conductor between vehicles for effecting movement of said switching device ,in the one or the other direction.

10. In a vehicle-control system, the combination with a plurality of motor circuits on different vehicles, ,of a switching device on each vehicle operable in opposite directions from an intermediate position to effect forward or reverse operation of the vehicle, said device having a plurality of actuating coils, a direct-current source and an alternating-current source on one vehicle, and control means connected with asingle trainline conductor for selectively carrying direct or alternating current to said coils to effect circuits on all vehicles.

In testimony whereof, I have hereunto subscribed my name this 30th day of January 1920.

forward or reverse operation of the motor KARL A. SIMMON. 

